Train control system



Nov. 17, 1931. J. 5. HOLLIDAY ,832,

TRAIN CONTROL SYSTEM Filed Oct. 26, 1928 John \5. HOIIIEA Y Q C ZZE DCJI v ORNEY.

Patented Nov. 17, 1931 UNITED STATES PATENT oFFIcE JOHN S. HOLLIDAY,DECEASED, LATE OF NEW YORK, N. Y., BY JENNIE MARGARET I-IOLLIDAY,ADMINISTRATRIX, 0F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO MATTHEW H.LOUGHRIDGE, TRUSTEE, OF BOGOTA, NEW JERSEY TRAIN CONTROL SYSTEMApplication filed October 26, 1928.

This invention relates to train control systems and is shown applied tothe intermittent inductive type or control. Its objects are'to provide anovel arrangement of inductive control between the vehicle and thetrackway apparatus and to apply this control to either two or threeposition systems, also to include a system of speed control therewith.Other objects of the invention will appear fromthe followingspecification and the accompanying drawings, in which Fig. 1 is adiagram of the controlling circuits on the vehicle, F ig. 2 is atransverse elevation showing the relation of the inductors on thetrackway and the vehicle to each other, Fig. 3 is a diagram of onearrangement of trackway control that may be used in applying thisinvention and Fig. 4 is a modihed arrangement of the vehicle circuitsfor securing three position control.

This invention is a continuation in part of my co-pending application,Serial No. 477,867, filed June 16, 1921, all the matter claimed hereinbeing disclosed in the original application. v

This invention includes on the trackway, magnets which are energizedwhen the block is clear to transmit a proceed effect to the vehicle. Onepole of each magnet is also used to produce the stop eliect on thevehicle unless this is counteracted by a proceed eiiect. The trackwaymagnets are of various lengths for the purpose of securing speed controlas hereinafter described.

The vehicle is provided with one or more inductors arranged to registerwith and receive an impulse from the trackway magnet when the latter isenergized. This impulse is usedto produce the proceed effect. Anotherinductor on the vehicle registers with one pole of the traclrway magnet.This inductor is energized from a source of current on the vehicle andthrough an inductively coupled connection maintains the proceed effeeton the vehicle by energizing theproceed circuit. If this circuit isinterrupted, or the Serial No. 315,314.

energy thereinmaterially reduced, the translating device in this circuitis moved by gravity to the controlling position, thus setting up acondition of control until an energized magnet is encountered toestablish the proceed condition. The proceed circuit is interrupted forthe purpose described by changing the magnetic circuit of the inductorso that the flux is at least partially deflected from one of theinductively coupled coils. The reluctance of the magnetic circuit of theinductor is so influenced by the iron of the track magnet that thisresult is secured as the vehicle passes over the track magnet. Thischanges the system from proceed to stop.

The track magnets are varied in length so that the duration of theimpulse received therefrom is used to operate a time-responsive devicewhereby speed control may be imposed upon the vehicle control.

in the drawings, the track rails are inclicated by 1l-ll, the trackmagnets generally by 12 located at the entrance to blocks A and B and12a and 12b indicate track magnets iocated intermediate the block A. Thetr ackway magnets comprise a pair of poles l4.l5, Fig. 2, locatedparallel with the track rails and energized at intervals by the coils 17on the magneticcores 16, the structure being mounted-on a stringer 13which, preterably, brings the top of the magnet poles somewhat above therail level.

The poles may be ramped on the ends as indicated t9 avoid obstructionson passing trains. This netic field between its poles throughout itslength and is thus capable of transmitting a prolonged inductiveinfluence to the vehicle inductors.

The track rails are insulated into block sections as shown at A with asource of current 22 at one end and a track relay2l at the opposite endof the block in accordance with each standard track circuit.

The coils 17 of the track magnet are energized from transformer 25through contact 27 of track relay 21, wire 28 and wire 29 to commonreturn wire These coils are energized when the track relay is energizedand are deencrgized when this relay is deenergized. The intermediatetrack magnets are energized by coils 17a and 171) connected in multiplecircuit between wire 28 and the common wire 29. These coils areenergized when block B is clear and are deenergized when this lJlOCl-T.is occupied.

The vehicle is provided with a pair of inductors 11 terminating in poles12 which align with the poles of the track magnet as shown. Theseinductors are provided with coils 15 in which a current is induced whenthe track magnet is energized, but at all other times are deenergized.These coils are connected in multiple circuit through wires 46 and 4.7with the translating device a8 and the condenser 49 may be connected inmultiple circuit wit this relay. If coils 45 are energized, relay 18closes the circuit at 72 to establish the proceed conditions on thevehicle.

It will be noted from Fig. 1 that both the inductors 4-1 are influencedby the track magnet at the same time and the sum of these influences areused to pick up relay 48. This relay is of the tractive type and whenits armature is once picked up, less energy will hold it in thisposition so that as the vehicle passes over the magnet and one of theinductors has passed beyond its influence, the other inductor willmaintain the proceed condition already established. Another advantagefrom the use of two inductors arises from the fact that the stopinductor 51 is placed between the proceed inductors llll so that :1proceed inductor is always last to receive influences from the trackmagnet as the ve hicle runs wi h either end leadin A source of energy isprovided on the vehicle as inoicated by battery 31 controlled by thedouble-pole, double-throw, switch 32 which, through wires and 36 drivesthe motor 33 which is mechanically connected with the A. C. generator3%. Through wires 61 and 62 this generator energizes the primary coil 56the stop transformer 51. Through the magnetic yoke 51, the coil 57 onone leg or core of the yolce is inductively coupled with coil 56 onanother leg or core of the yolze and is energized as a secondary coilthereby energizing wire 64; which con trols the translating signaldevice throu h contact ()5 of relay 8% energized, Wire 66, stick contact(57 of device 70 energized and return on wire 71 and by common wire 61to coil 57. Thus, it the device 70 is ener-' gized to close the contact67 it will remain energized as long as COll 57 1s energized. Tinsmaintains the proceed conditlon after during 'net. but '45 does notrelease its contact linger it has been established. The proceedcondition is established by relay 18 closing the circuit at 72 betweenwires 6 and this being the pick-up circuit for device 70.

A direct current circuit is established from battery 31 thr ugh wir.{-12, coils 5-4;. wire 83, relay Si and *ire S1 to battery. Thisenergizes coils on the extended legs on the magnetic yoke 51. These i aterminate in the poles and 53 which a n with one pole 12, of the tract:magnet. iiorinally the magnetic circuit between ptles 552 and hasconsiderable rel .ctance through the air gap between these poles and themagnetic influence of coils 5% does not n'iaterially influence theinductive relation between coils 56 and 57. As soon, however, poles 32and 53 come under the intiue cc of the pole of the tracl: magnet. thisrch'ictance is thereby reduced to such an QXl'Qll' that the l). C. fieldcreated by coils tends to saturate the core of coils 5t and r and, atthe same time the flux created by the primary coil is par-- tiallydeflected from. coil 57 thron i the poles 52 and 53 to the magnetic ironThe conditions described, including the saturation of core of 56 and 57,suppresses the is. (l. flux through 57 and thereby deenergizes il toproduce the stop cfi ect.

As the coils are used to aid ing the stop e'll'ect in produc 1a isnecessary to insure the integrity of these coils. This is secured byrelay 8aconncctcd in with the coils and controlling the holding circuitof 70 at 65. It coils 5% become deenergized a stop efiiect will beproduced by contact (55. iiitention is dire ed t e tact that the core ofthe second. i provided with a non-n'iagnetic gap 1:) that normally acertain degree of reluctance exists in this core which facilitatesdeflecting the flux through the track armature '12. will. he observed ltthat the A. C. llux from if) is: continucuslv supplied to the magneticyoke including core 57 and the poles and, normally the reluctancethrough less than through the poles 53 so that the tnmslating .i-- vice70 is maintained continuously euer; zed as the train passes along thetrack by the flux in core 57. However, when the poles 5Q53 align withthe tracl; armature l2, l'hr reluctance through 52-5 l is relativelythan through so that coil :77 is: substantially deenergized, orsutlicici l I der-ucrgized to release the ail-nature 67 r 7().

Connected in multiple c rcuit with the s nal device 70 on ires it. and7']. are the slow releasing relay and quick actin re lay 76. Theserelays are not controlled by a. stick circuit, the are simply dreue dduring the time 57 is dercrcrgized that s.

the transit of 51 over the track magitime interval. deenerglzed acircuit is until after a given When relay 76 1s establishedfrombatteryon wire 81 through contact 93 andwire 94': to bell 95 andreturn by wire 82 to battery. This produces an audible signal each timethat stop inductor 51 comes under the influence of the track devicewithout regardto whether the block is clear or occupied. This gives anintermittent indication, as the vehicle proceeds over the trackway, thatthe system is functioning properly.

The deenergizing of relay 76 also closes a circuit from wire 81 through96 and wire 101 to'the brake valve 98, the return circuit being by wire99 to battery. This insures that while 76 is deenergized, that is,during the transit of the stop inductor over the track device, the brakevalve magnet is prevented from becoming'd'eenergized to apply thebrakes.

The brake valve magnet 98 is normally controlled by thesticlr relay 86through wire 101, contact 109 and wire 81 to battery. Thus, with relay86 deenergized and relay 7 6 energized the valve magnet 98 isdeenergized to produce a controlling eliect.

82, relay 86, wire 87, contact 88 of signal device and wire 81 tobattery. This relay thus energized as long as signal device 70 isenergized. A stick circuit is provided for this relay through contact91, wire 92, contact of relay 76 and wire 81 to battery. Thus, relay 86cannot be deenergized unless relay 7 6 is at least momentarilydeenergized at the same time that 70 is deenergized. A manual release isprovidedin the form of contact which may be manually operated to connectthe pick-up circuit on wire 87 to battery on wire 81, for energizingrelay 86. Another pick-up circuit is provided for relay 86 through theback contact 89 of the timing relay 75 which connects wire 87 with thebattery wire 81 when relay 75 is in the deenergized position.

Speed control is obtained through the timing relay 75 as operated by thetra-ckway magnets of various lengths. F or instance, the inductor 51 onpassing the track armatures 12 deenergizes relay 75 and this relaycloses its baclr contact after the lapse of a fixed time interval forwhich it is set to work. If the track armature is of such length thatthe train at a given speed consumes a time interval greater than thetime interval of relay 7 5 it will close the pick-up circuit of relay86, but, on the other hand, if the speed of the train is in excess ofthe permissible speed, relay 7 5 will not have sufficient time tofunction and relay 86 will not be energized by relay 75. The permissiblespeed on the trackway is determined by the length of the track armatures12, 12a,'12b, etc., so that the permissible speed can be varied to suittrack and block conditions by varying the lengths of magnet. At the sametime the stop induct-or 51 deenergizes relay 75 and 76 and theaudiblesignal is sounded; The'signal device 70 is maintained energizedby relay 4-8 and this, in turn, maintains relay 86 and valve 98energized. Thus, the only efliect obtainedat a clear magnet is thesounding of the audible signal. As the vehicle devices pass off the rampor magnet the energy is restored in the secondary coil 57 before thelast proceed inductor 41 leaves the influence of the track magnet withthe result that the holding clrcuit of 70 1s energized before the pickupcircuit is 1nterrupted at 72. This ma1ntains normal clear conditions inthe systenr until the next trackway magnet is encountered.

hen the block in advance is occupied the trackway magnets aredeenergized and the stop conditions of control are established.

Under these stop conditions there is no energy to piclr up relay 4:8 andcoil 57 becomes substantially deenergized. This deenergizes signaldevice 70, and relays 75 and 76, also relay 86. The audible signal 95 issounded and the valve 98 is maintained energized.

When the vehicle passes away from the influence of the track magnet coil57 is again energized and relay 76 is energized, also relay 75, but thesignal device 70 and relay 86 remain deenergized; this deenergizes thebrake valve magnet 98 and effects the stop condition of control on thevehicle which continues until the manual release 90 is operated to pickup relay 86.

If the speed of the vehicle when passing over a deenergized magnet issuch as to effectively deenergize relay 75 during the transit of thetrain by the magnet relay 86 will be energized by cont-act 89 and brakevalve magnet 98 will remain energized and thus prevent the stop controlconditions be coming elitectlve; the signal device 70 however willcontinue to indicate stop. Thus,

by maintaining a iredetermined low speed:

the conditions of stop control'can beavoided,

but an indication of danger conditions is continuously displayed.

When the vehicle apparatus in the controlling condition encounters'anenergized trackway magnet the relay 48 is energizer this energizes 70and changes the indication from stop to clear, also relay 86 isenergizedand the valve magnet 981s energized. When the vehicle passes beyond themagnet, relays- 76 and are energized and clear conditions are resumed. I

, hen the double-pole, double-throw switch 32 is reversed the system issuspended by deencrgizing all the apparatus except brake valve magnet 98which is then connected directly to battery 31.

It should be noted that in practice coil 57 is not deenergized in thesense that it would be deenergized if its circuit were opened. The fluxnormally passing through the core of this coil is deflected to analternative path through armature 12 to cause such a drop or differencein current in the circuit as to release the translating devicesconnected to this circuit. This effect is also materially assisted bythe direct current flux suppressing the alternating current flux throughthe same core. The back contact 96 is designed to close before the frontcontact 93 of relay 76 opens. This prevents an interruption in thecircuit of brake valve magnet 98. The inductor 51 has been referred toas the stop inductor; this, howeve is merely a convenient term as inaddition to producing the stop effect, this device actually maintainsthe apparatus in the proceed condition as the train between magnetlocations.

The modification in Fig. 4 includes a three position control forproducing the stop effect; the proceed effects may be obtained invarious ways some of which are disclosed in the parent application, butfor the sake of simplicity are omitted from this drawing.

The stop transformer 51 is provided with poles 52 and 53 which alignwith the track armature 152. The primary coil 151 is connected with thegenerator by wires 61-62, and the common wire 1 connects to the blockrelays 139140.

A pair of independent secondary coils and 1525 are provided on core Oneside of these coils is connected to the common wire (31, the oppositeside of coil 152a connects by wire 153 through contact with the stickcircuit of block relay 140 and the opposite side of coil 152?) connectsby wire 154 with contact 156 of block relay 139. it is apparent thatunder normal conditions the primary coil will energize the secondarycoils and thus energize the stick circuit of each of the block relays.But when the poles 52 and 53 align with the trackway armature 12 theflux through core 152 is at least partially deflected to 12 and thesecondary coils are correspondingly deencrgized and the block relays arethereby released. An air gap is provided in core 152 as shown to increase the reluctance of this core and make it correspond with the air.gap between the iolcs 52-58 and the trackway armature.

Attention is directed to the fact that the trackway armature islaminated as indicated in Fig. 2- and is therefore easily saturated bythe A. C. flux while the regular solid iron of the'trackway hasconsiderable reluctance to the A. (J. flux.

Block relay 139 is energized by a proceed circuit continued on wire 136and block relay 140 is energized by a proceed circuit continued on wire138; these circuits are not shown on the drawings.

The three position signal device 110 is controlled by the block relays.lVhen both of these relays are energized, the light G is energized bywire 164, when both of the block relays are deenergized, the indicationR is energized by wire 173 and when either relay is energized. and theother deenergized, the indication Y is energized by wire It isunderstood that the principles of the invention are capable ofapplication in a variety of ways and are not limited to the constructionshown and described.

Having thus described the invention, it is claimed 1. In a railwaytrafiic controlling system, a track, a vehicle thereon, a device on saidtrack of a predetermined length, a controlling mechanism on saidvehicle, a translormer device on said vehicle cooperating with saidtrack device, and a slow releasing relay and a quick releasing relayconnected to the secondary circuit of said transformer device, said rel:i operating said train controhing mechanism in accordance with thepredeterlength of said track device and the mineo speed of the vehicle.

2. In a railway traffic controlling system, a track, a vehicle thereon,a braking mechanism on said vehicle, do ices on said track of variouslengths, a transformer device on said vehicle cooperating with saidtrack device, a time element relay and a quick releasing relayassociated with the secondary of said transformer device, said quickreleasing relay controlling said braking mechanism to stop the vehicleand said time element relay preventing the. operation of said brakingmechanism.

3. In a railway traflic controlling system, a track, a vehicle thereon,a device on said track, a stick relay, a transformer device on saidvehicle coopc ating with said track device, a quick releasing relay anda time element relay associated with. the secondary of said transformingdevice, said quick releasing relay deenergizino said stick relay andsaid time element relay energizing said stick relay.

5%. In a railway traffic controlling system, a track divided intoblocks, a vehicle thereon, a braking mechanisn'i on said vehicle, adevice on said track energized by current controlled by said blocks, atransformer device on said vehicle cooperating inductively with saidtrack device to operate said braking mechanism, means operated by saidtransformer device for preventing the operation of said brakingmechanism after a predetermined time interval and means for preventingthe operation of said braking mechanism when said track device isenergized.

5. In a railway traliic controlling system, the combination, a trackwith a vehicle there+ on, devices on said track of various lengths,devices on said vehicle responding inductively to said track devices andoperating a quick acting device and a slow acting device on saidvehicle, a controlling mechanism on said vehicle, a stick relaycontrolling said mechanism, said stick relay deenergized by said quickacting device, said controlling mechanism energized by said quick actingdevice and said stick relay energized by said slow acting device.

6. In a train controlling system, the combination, a track with amagnetic device thereon, a vehicle on said track having an inductormoving in inductive relation to said magnetic device, said inductorcomprising a plurality of magnet cores connected by a magnetic yoke andhaving a primary coil on one core and a secondary coil on another core,train control means normally energizecl-solely by said secondary coiland means whereby said secondary coil is. substantially deenergized bysaid magnetic trackway device.

7. A car element for train control systems comprising, a source ofalternating current and two partial magnetic circuits of normallydifferent reluctances, both energized from said source and a coil oneach of said magnetic circuits coupled in inductive relation to eachother and a translating device energized solely by the current in one ofsaid coils.

8. A car element for automatic train control systems comprising, a yokeof magnetic material of configuration resulting in two parallel magneticcircuits terminating in apair of poles one of said magnetic circuitshaving a lower reluctance than the other, means for continuouslysupplying undulating flux to said circuits. a coil on said magneticcircuits energized by said flux. a translating device normally energizedby current 'in said co l and trackway means having means for varying theelectrical characteristics of said magnetic circuits.

9. A car element for automatic train control svstems comprising, a vokeof magnetic material having two partial magnetic circu ts one of whichhas a lower reluctance than the other. means for continuously supplvingalternating flux to said circuits, and a circuit normally energized bysaid alternating flux to the extent of the relative values of thesereluctances. v i a 10. A car element for automatic train control systemscomprising. a yoke of magnetic material of a. configuration result ng intwo partial magnetic circuits, one of which has a lower reluctance thanthe other, means for constantly supplying alternating flux to saidcircuits and a circuit normally energized by said alternating flux tothe extent of the relative values of these reluctances. y

11. In a railway traffic controlling system, the combination, a track,magnetic devices on said trackway, a vehicle on said track having acontrolling mechanism, means on said vehicle. responsive inductively tosaid trackway devices, a circuit controlled by said means and anelectrically operated timing device embodied in said circuit andoperated by said magnetic devices only during the time said vehiclemeans is responsive to'said trackway devices to control the speed ofsaid vehicle.

12. In a railway tratiic controlling system, the combination, a trackdivided into blocks, magnetic devices of various lengths on saidtrackway controlled by said blocks, a vehicle on said track having acontrolling mechanism including a timing device, and means on thevehicle responsive inductively to said mag netic devices and operatingsaid timing device, said timing device co-operating with said magneticdevices to control th speed of said vehicle.

13. In a railway t-raflic controlling system, the combination, a trackdivided into blocks, magnetic devices ofvarious lengths on said trackwaycontrolled-by said blocks, a vehicle on said track having a'controllingmechanism including a timing device, and means on said vehicleresponding inductively to said mag netic devices and operating said timng de vice, said timing device controlling the speed. of said vehicle ateach magnetic device when the trackis not'clear and means for giv ng asignal onv the vehicle at each trackway device encountered.

14. A vehicle deviee'for a train control sys tem comprising a magneticyoke with a pair of coils inductively coupled thereon, means forenergizing said yoke with an alternating flux and means for saturatingsaid yoke with 'a direct current flux. I I

15. A vehicle device fora train control system comprising a magneticyoke with 'a pair of coils inductively'coupled thereon. a source ofalternating current for energizing said coils, another coil on said yokeon an inde endent circuit and means for energizing said last namedcircuit with direct current.

16. In a train control system. the combina tion of a trackwav and a vehcle. a magnetic yoke on said vehicle energized w th an alternating flux,a controlling mechanism associated with said yoke. and means on thetrackway for causing a saturation of said yoke with a uni-directionalflux.

17. A transformer device to be influenced when passing a body ofmagnetic material comprising a yoke of magnetic material of such form asto have two partial magnetic circuits with a portion common to both011"- cuits, one circuit having a short reluctance gap therein, theother circuit having along reluctance gap adapted to be bridged inpassing a body of magnetic material to thereby shunt the first namedcircuit, an energizing coilon said portion of the yoke for inducingmagnetic flux in both circuits, a secondary coil on another port-ion ofthe yoke included in the first named magnetic circuit and deprived ofenergy when the second named circuit is bridged 'by said body ofmagnetic material, and translating means connected in circuit with thesecondary coil and normally energized by said energizing coil.

18. A transformer device to be influenced when passing a body ofmagnetic material comprising a yoke ct magnetic material hav ing aplurality of legs so arranged as to provide two partial magneticcircuits with a pon tion common to both circuits, one circuit includingtwo of said legs with a short reluctance gap between them, the othercircuit including two of said legs with a long reluctance gap betweenthem adapted to be bridged. in passing a body of magnetic material tothereby shunt the first named circuit, an energizing coil on saidportion of the yoke for inducing magnetic flux in both circuits, asecondary coil on another portion of the yoke included in the firstnamed magnetic circuit and deprived of energy when the second namedcircuit is bridged by said body of magnetic material, and translatingmeans connected in circuit with the secondary coil and normallyenergized by said energizing coil.

19. A vehicle device for a train control system comprising a magneticyoke with a pair of coils inductively coupled thereon, means forenergizing said yoke with an alternating flux and means for saturatingsaid yoke with direct current fin); to eli'ectively suppress thealternating flux.

20. In a train control system. the combination of a trackway and avehicle. a magnetic yoke on said vehicle energized with an alternatingflux, a coi'itroliing mechanism associated with said yoke and means onthe trackway for causing a. saturation of said yoke with uni-directionalflux to effectively suppress the alternating flux.

21. In a train control system, the combination of a trackway and avehicle, a magnetic yoke on said vehicle energized with alternatingflux, a means on said vehicle for encrgizing said yoke with cirectcurrent flux, a translating device associated. with said yoke and meanson the trackway for controlling said translating device by controllingthe flux in said yoke.

22. In a train control system, the combination, of. a trackway and avehicle, a magnetic yoke on said vehicle having a primary coil, and asecondary coil. conduct-ively coupled with said primary coil andenergized with. A. C. flux, a controlling device in circuit with one ofsaid coils and an open magnetic circuit,

a third coil energized by direct current in said open magnetic circuitand means on the trackway for shunting said open magnetic circuit tocause the saturation of said yoke with di rect current flux.

23. A vehicle device for a train control sys tem comprising a magneticyoke with a pair of coils inductively coupled thereon and encrgized withA. C. flux, a translatin device connected with one of said coils, saidyoke having a pair of depending poles with a third coil thereonenergized by direct current and means for varying the magnetic circuitof said depending poles to effect the operation of said translatingdevice.

2-1. A vehicle device for a train control system comprising a magneticyoke having parallel paths of dilferent magnetic reluc' ances, a pair ofcoils inductively coupled on said yoke and energized with C. flux, acontrolling device in circuit with one of said coils and means forsaturating said yoke with uni-directional flux.

A vehicle device for a train control system comprising a magnetic yokehaving a pair of horizontally disposed magnetic members, verticalmagnetic connections with eX- tending ends forming poles connecting saidhorizontal members, a pair of coils inductively coupled on saidhorizontal members and magnetic means on the trackway registering withsaid poles for influencing the magnetic flux in said horizontal members.

26. A vehicle device for a train control system comprising a magneticyoke having a pair of horlzontally disposed magnetic menu hers, one ofwhich includes an air gap, vertical magnetic connections with endsforming poles connecting said horizontal members, a pair of coilsinductively coupled on said horizontal members and magnetic means on thetrackway registering with said poles for influencing the magnetic fluxin said horizontal members.

27. A vehicle device for a train control system comprising a magneticyoke having a pair of horizontally disposed magnetic members, one ofwhich includes an air gap, magnetic connections with ends forming polesconnecting said horizontal members, a pair of coils inductively coupledon said members and ama nctic bar on the trackway parallel with saidhorizontal members registering with said poles for influencing the fluxin said members, said horizontal member witlr the air gap being placedadjacent said trackway bar.

28. A vehicle device for a train control systern comprising a magneticyoke having a pair of parallel. magnetic members, one of which includesan air gap, magnetic connections for the ends of said. members formingpoles, a pair of coils inductively coupled on said members and amagnetic member on the trackway registering with said poles forinfiuencing the magnetic flux in said parallel members.

29. A vehicle device for a train control sys tem comprising a magneticyoke having a pair of parallel magnetic members, one of which includesan air gap, magnetic connections for the ends of said members formingpoles, a primary coil on one of said members and a secondary 0011 on themember With the air gap, a translating device controlled by saidsecondary coil and magnetic means on the trackway for influencing themagnetic flux in said parallel members.

In testimony whereof I aflix my signature. JENNIE MARGARET HOLLIDAY,Adminstmtriw 0f the Estate of J 07m AS.

H ollday, Deceased.

